Automatic safety stop-signal.



W. E. ADAMS.

AUTOMATIC SAFETY STOP SIGNAL.

APPLICATION I'ILED OUT-3, 1908.

Patented July 20. 1909.

2 SHEETS-SHEET 1.

W. E. ADAMS.

AUTQMATIG SAFETY STOP SIGNAL. APPLICATION PI'LBD 001.3, 1908.

928,834, Patentd July 20, 1909.

UNITED STATES PATENT OFFICE.

WARRINGTON EARLE ADAMS, oronioAeo, ILLINOIS,

AUTOMATIC SAFETY STOP-SIGNAL.-

Specification of Letters Patent.

llatented July 20, 1909.

Application filed October 3,1908. Serial No. 456,047.

Safety Stop-Signals, of which the following ize BlGCtI'O-rHIGChfiIllOfil means, in case the train or car has passed the danger signal without stopping, the device automatically ,openmg the train pipe, thus setting the brakes. I

The invention consists in the features of construction and combination of parts here inafter described and claimed. r

In the drawings, Figure 1 is a diagram matic view, illustratin this improved automatic safety stop signa apparatus; and Fig. 2 a modified construction of electrical means for opening the train pipe.

A trip rail L is preferably positioned con trally or alongside one of the railroad tracks, the upper edge of which comprises a series of inclined sections numbered, as shown, from 1 to 5, respectively, the highest point thereof being at 3. 1 v a In connection with the regular visual automatic signal'is laced the relay SR for controlling art of t e circuit of the battery KK, one Sldg of the battery being connected to the trip rail L and the other side to the track rail RR. Where an automatic signal is not used, the battery KK may be connected to the trip rail through contact on any style of visual signal.

An arm B has its end I). pivotally carried by an engine or'car, but is insulated-therefrom,-

said arm carrying a shoe A at the lower end of a rod AB, which is pivotally attached to the arm B and extends upwardly therefrom, said rod en aging the,outer end of a slide 0. Positioned 1n close proximity to the other end of the slide 0 is the rod D having its further end connected to the piston stem E,

which in turn controls the movement of the valve V at the mouth of the train pipe T, it being understood that the valve V is insulated by coupling e in stem E; and an electromagnet M is positioned to one side of the rod D and vcontrols the movement .of therod sldewise. The closed electrical circuit of battery K on the'engine or car frame holds the valve W of the cylinder H closed, said cylinder being connected to the train pipze through the auxiliary pipe or passage having a contracted o emng S for limiting theflow of air and holding the valve Y which is seated atv the side of the train plpe closed by means of a piston X traveling in the cylinder H. s

As the engine or car reaches position alongside the trip rail L, the shoe A u on the guide lever Band rod AB is raised a out half the full motion when the shoe hasadvanced to the point 2 on the tri rail. In the event that the road is clear, t e battery K-K works through the relay SR or contact on home signal through the trip rail L by means of contact shoe or other contact means A to electro-magnet M alongside the rod D, to the engine frame or track rails to battery, the electro-magnet M raising the rod D so as to permit forward movement of rod C Without opening the valve V. I

As the shoe travels off the trip rail L, all of the parts of the apparatus resume their normal position. When the contact shoe A reaches point 1 on the trip rail L, the circuit of battery K is opened at O, and at point 2-3 another opening is made at'P, letting the small valve W in the passage adjacent to the cylinder H open and air escape from beneath the piston X faster than the same can be supplied through the contracted opening S. If the circuit remains open long enough, the valve Y automatically opens, thus setting the brakes; but if the circuit is quickly closed, the parts return to normal position,

the small valve W closing, and pressure on the piston X rises to train pipe pressure. This circuit also includes the rod D and part of the stem E through contact at P, and the contact at P is closed only when'the rod D is in normal position.

In the event that the road is not clear, the slide 0 engages the rod' D and forces the valve V in the mouth of the train pipe-T openlthus setting the brakes. As the valve W in the train pipe opens acollar I is caught by a latch F, thus-holding the'rod D and valve stem E in advanced position. In order to release the brakes thus set, a time release QRZ is operated, the same comprising cuit is disarrangedfor any reason, the brakes will always set through the electro-magnet M losing its energy. The battery KK beingoutside, and the battery K not being strong enough of itself to operate the electro-magnet M if it should become short-circuited, any defect in the circuit will always give the danger indication. The circuit of battery K is not necessary to the operation of this automatic safety stop signal, but is used as a su plemental precaution against accident to tl e regular mechanical opening of the valve.

Fig. 2 of the drawing shows a modified form of construction in which the magnet M operates on a lever L serving as a support for a valve V controlling the air in the train pipe. If the route is clear, the battery KK is thrown into multiple with the battery K assisting in the energizing of the electro-magnet M holding the lever L in position. When battery K circuit-is opened by contact 0 on shoe A reaching the position of 3 on the trip rail, and as shoe A passes off of trip rail C, all parts resume normal working position. If the route is not clear, circuit of attery K is open in shoe A reaching positions 2 to. 3. Electro-maghet M is denergized, allowing pressure on train pipe to open valve V.

The shoe A contacting the rail C energizes magnet M and serves to keep the lever L in contact therewith, and the valve Vi seated. When, however, the danger signal is set and the rail C is dead, no energy will then be applied to the magnet M, and the pressure in the train pipe will open the valve thus set the brakes. Before the engineer can proceed, it will be necessary for him to turn the screw threaded stem Q until the nut R contacts the lever L and returns it to normal position. While this is being accomplished, the valve IE will be opened and before the brakes can be released it will be necessary to turn. the screw threaded stem Q back until the valve. E again becomes seated. Under normal conditions, the magnet M is energized by the battery K working through the contact 0 from the arm B.

In case the train should stop at a point where the shoe A will rest on the point 3 of the trip rail L, in order .to release the brakes the screw threaded shank A must be raised far enough to move the lever D away from the lever C and allow the Valve trip rail provided with graduated surfaces,

a contact shoe for engaging the trip rail, an

electrical circuit in connection with the triprail and home signal, an auxiliary circuit in connection with the contact and electromagnet, adapted to be broken at a point on the trip rail, and a connection between the trip rail, home circuit and electro-magnet, substantially as described.

2. In an automatic safety stop signal, a trip rail provided with graduated surfaces, a contact shoe for engaging the trip rail, an electrical circuit in connection with the trip rail and home signal, an auxiliary circuit in connection with the contact and electromagnet, adapted to be broken at a point on the trip rail, a connection between the trip rail, home circuit and electro-magnet, and an arm actuated by the electro-magnet to prevent the openings of the train pipe valve, substantially as described.

3. In an automatic safety stop signal, a trip rail provided with graduated surfaces, a contact shoe for engaging the trip rail, an electrical circuit in connection with the trip 'rail and home magnet, an auxiliary electrical circuit in connection with the contact and electro-magnet, adapted to be broken at a point on thetrip ral a connection between the trip rail, home circuit and electromagnet, an arm actuated by the electromagnet to prevent the opening of the train pipe valve, a secondary valve on the train pipe having its piston chamber in communication with the train pi e, an escapement valve in the piston chain er, and means for operating the, escapement valve to open the secondary valve .in the train pipe, substantially as described.

4. In an automatic safety stop signal, a trip rail provided with graduated surfaces, a contact shoe for engaging the trip rail, an electrical circuit in connection with thetrip railland home magnet, an auxiliary electrical circuit in connection with the contact and electro-magnet, adapted to be broken at a point on the trip rail, a connection between the trip rail, home circuit and electromagnet, an arm actuated by the electromagnet to prevent the opening of the trainpipe valve, a secondary valve on the train pipe having its piston chamber in communication with the train pipe, an escapement valve in the piston chamber, and an auxiliary electro-magnet energized from the stem of the train pipe valve for operating the escapement valve, substantially as described. 5. In an autolnatlc safety stop signal, a

trip rail provided with graduated surfaces, the Valve rod, restoring the train pipe presa contact shoe for engaging the trip rail, an sure, and releasing the brakes, substantially electrical circuit in connection with the trip as described. rail and home circuit, an auxiliary electrical v circuit in connection with the contact and Witnesses: electro-magnet, adapted to be broken at a i WALKER BANNING,

W. EARLE ADAMS.

point on the trip rail, and means for raising l WM. P. BOND. 

